Car truck



Sept. 15, 1942 R. B. COTTRELL CAR TRUCK Filed Dec. 20, 1940 4 Sheets-Sheet 1 INVENTOR. I BY B01767; B COZZFGE,

Sept. 15, 1942. R. B. COTTRELL 3 2,295,549

CAR TRUCK Filed Dec. 20, 1940 4 Sheets-Sheet 2 INVENTOR. %Z96/Z3 Colirdl,

Sept. 15, 1942.

R. B. COTTRELL CAR TRUCK Filed Dec. 20, 1940 4 Sheets-Sheet 3 INVENT OR. BY Babe/Z Z3. COZZrQZZ,

Sept. 15, 1942- R. B. CQT RELL CAR TRUCK Filed Dec. 20, 1940 4 Sheets-Sheet 4 0 14L 5 mw Mm T10, K m w m6 WM I w M 4. mmv 0 w M; M w

Patented Sept. 15, 1942 can TRUCK Robert B. Cottrell, Chicago, 111., assignor to a.

American Steel Foundries, Chicago, 111., a corporation of New Jersey Application December 20,1940; Serial No. 370,912

' 19 Claims (Cl. 105-197) UNITED STATES PATENT OFFICE I My invention relates to railway car trucks and more particularly to snubbing and stabilizing means which are designed to improve greatly the riding qualitiesthereof,

In my co-pending application, Serial No: 347,453, filed in the United States Patent Ofllce July 25, 1940, I have described a somewhat similar form of stabilizing means which is applied to a spring plankless quick wheel change truck such as that shown in my Patent No. 2,188,641. My resent invention involves the application ofia generally similar stabilizing or snubbing device to what is commonly knownas a conventional A. A. R. railway car truck having spaced side frames and a spring plank and a bolster extend-' ing therebetween. 7

An object of my invention is to design stabilizing and snubbing means for application to such a conventional railway car truck wherein wear between the bolster gibs and the guide columns on the side frame is reduced to a minimum.

A further object of my invention is to devise a stabilizing device for a railway car truck wherein out-of-square movements of the bolster and side frames are resisted by novel means operable outboard each side frame.

Another object of my invention is to apply snubbing means outboard the side frames of a railway car truck to prevent synchronous oscillations of the bolster supporting spring group and thus greatly reduce damage to lading carried in .the car body.

My invention contemplates snubbing vertical oscillations of the bolster by a device wherein the energy absorbed by friction is substantially constant and uniform. v

A different object of my invention is to design stabilizing means which are so connected to the bolster and side frames that the outboard gibs on the bolster may be omitted and the means will serve to cushion and take lateral thrusts of the bolster against the side frames. a

A specific object of my invention is to apply to a conventional railway cartruck stabilizing means comprising a ride control bar secured to an end of the bolster and extending along the outboard faces of the adjacent guid columns of the side frame, each end of said bar having associated therewith resilient pads and friction shoes confined between a housingrand the outboard face of the guide columns, said resilient pads pressing said shoes against the housing and the guide column for substantially uniform frictional absorption upon relative vertical movement a the bolster and side frames.

plane bisecting the car truck as indicated by line 33 of Figure 1.

Figure 41s a fragmentary sectional view of the snubbing means associated with each column, the

section being taken substantially in the vertical transverse plane indicated by the line 4-4 of v Figure 1.

f line s-s of Figure 6.

Fi re 5 is a side elevation of the ride control bar used in the device shown in Figure 1. Figure 5A is a top view of said bar, and Figure 5B is an end view thereof. I t

Figure 6 is a fragmentary half side view of a car truck embodying a different modification of my novel invention, the other half of said car truck not being shown because it is similarly arranged.

Figure 7 is a fragmentary top plan view of the car truck shown'in Figure 6.

' Figure 8 is a fragmentary sectional view of the car truck shown in Figure 6, the section being taken substantially in the vertical transverse plane bisecting the car truck as indicated by the Figure 9 is a side view of the ride control bar used in the modification shown in Figure 6. Figure 9Ais a top plan view of the bar shown in Figure 10, andFigure 9B is an end view thereof.

Figure 10 is a fragmentary sectional view of a different modification of the snubbing mean applied outboard each column, the section being taken substantially in the same plane as that of Figure 4.

In the modification shown in Figures 1 to ,5,

' inclusive, the railway car truck includes spaced side frames each comprising a top compression member 2 and abottom tension member 4 merging at their ends with journal mean (not shown) which afford a connection to supporting wheel and axle assemblies (not shown) in usual man-, ner. At each side of the bolster opening 6 may .be formed a bolster guide column 8 having a relatively wide outboard face, and'outwardly of each column 8 is formed a window opening I0. A seat' [2 for a side bearing (not shown) is afforded on the bolster ll adjacent to each side which aflords a spring seat portion. The bolster I4 and each column 8 are afforded complemenin the bolster opening 8 and seated on a spring each end 8|, the lug 88 is inserted into the opentary guide faces as at 82, and the bolster-is afforiied inboard and outboard gibs or guide lugs 84 and 88, respectively, which in the conventional truck normally take lateral thrusts of the bolster against the side frames. Each guide column 8 is relieved at its lower portion as at 88 to permit passage of the outboard gib 28 in assembly and dismantling of the bolster and side frames.

A central rib 40 reinforces the generally box section bolster end I8, and at each outboard corner said end I8 is aflorded a vertical trans.- verse wall 42 extending between the top and bottom walls 44 and 48 respectively of the bolster and integrally formed with said walls and the adjacent side wall 45. Above each wall 42 the top wall 44 extends outboardly thereof to afford a lug 48, and below each wall 42 the bottom wall 48 is projected outboardly to form a bottom lug 50. On each bottom lug 50 a vertical upstanding flange 52 is formed along its outboard edge. and each lug 50 may be relieved as at 54 to afford convenient means for assembling the ride control bar or member 58 between the top and bottom lugs 48, 48 and 50, 50 on the bolster. The bar 58 is seated on the bottom lugs 50, 50 and is tightly retained against the walls 42, 42 in any suitable manner as by nut and bolt assemblies 58, 58 extending through aligned openings in said bar and said walls 42, 42. The bar and the bolster end thus act as a unit.

The ride control bar 58 is shown in detail in Figures 5. 5A. and 5B, and comprises a relatively long rectangular bar having intermediate its ends a generally channel section afforded by the top and bottom reinforcing flanges 80, 80. Each end 8| of the bar extends outboard and along the adjacent column 8, and is afforded on opposite faces thereof positioning lugs 82, 82.

Adjacent to the window opening I0 and on the outboard face of each column 8 may be a friction device with which is operatively associated an end 8| of the ride control member 58. Seated against opposite faces of each end 8| and positioned on said lugs 82, 82 may be resilient pads 84, 84 of any suitable material. on the opposite faces of said pads 84, 84 are seated and positioned by lugs I2, 12 the friction shoes 88, 88 which are of a form fully described in said copending application. Briefly, each shoe 88 is identical and is afforded at one end a central lug 88. At the opposite end of each shoe are formed spaced lugs I0, I0 between which is received the ing 88 and the housing I8'is rotated upwardly about the fulcrum lug 88 andsecured at itsupper end by a pin 82 extending through spaced lugs 84, 84 formed adjacent to the top member 2 and lugs 88, 88 on the top of housing I8.

It is apparent that when the housing 18 is secured in place, the shoes 88, 88 are urged into engagement with the housing I8 and the wear plate I8 respectively by the resilient pads 84, 84 which are compressed between said shoes and the end 8| of, the bar 58. The top and bottom edges' of each end 8| are aflorded slight cleartime at 88, 88 from the adjacent lugs on the shoes 88, 88 and as the bolster oscillates vertically each end abuts the adjacent lugs and moves the shoes in sliding frictional engagement along the housing I8 and wear plate 18. It is apparent that the energy absorbed by said frictional engagement will be substantially constant and uniform throughout vertical movement of the bolster with respect to the side frames. Synchronous vibrations of the bolster are thus substantially eliminated.

The amount of energy absorbed may be varied by changing the pre-compression of the resilient pads 88, 88 or by changing their size, shape, and composition. The maximum compression of the pads, as well as .theamount of lateral and out- 0f-square movement of the bolster, is controlled by clearance at I00, I00 between lugs 82, 82 and I2, 12 on the end 8| and on shoes 88, 88 respectively.

Relative lateral movement between the bolster and side frame is cushioned by further compression of the resilient pads and wear between the bolster and the guide columns is reduced to a minimum.

By placing the friction devices on the guide columns adjacent to the window openings I0, I0, and affording a relatively long ride control bar, I have devised eflective means for cushioning and resisting out-of-square movement of the bolster with respect to the side frames. Such movement of the bolster will cause further compression ofthe resilient pads and said pads will act to restore the bolster to its proper relationship with IIO of the bottom tension member may be central lug 88 on the adjacent shoe- Flanges I4, I4 along opposite edges of each shoe afford guide. means for said shoes along a housing I8 and a wear plate 18 respectively, said wear plate being seated against the outboard face of column 8. The wear plate I8 is afforded abutment at 80 with a retaining lug 8| formed adjacent to the top of the compression member and is seated as at 82 on the bottom wall 54 of housing spring cap II8,

widened to form a spring seat III, and seated on said spring seat may be a spring plank II2 extending between the side frames. A bottom spring cap II4 seatedon .the spring plank H2 and a top spring cap 8 aiiord retaining means for adjacent ends of .the spring arrangement diagrammatically indicated at H8. The end I20- at 24 on the top of the bolster I22 is seated as and is aflorded inboard and outboard guide lugs I28, I28 and I28, I28 respectively. Each column I08 is relieved adjacent its lower end at III to permit passage of the outboard guide lug m in assembly and dismantling a of the bolsterand side frame.

A central rib I02 reinforces the bolster end I20,

, and .thebottom wall I of the bolster may beoflset wall I00 to interlock the bar I00 with the bolster. The vertical wall I00 and the horizontal wall I80 are reinforced by the spaced triangular ribs I00, I08 which are accommodated outwardly of ofiset portions I00, I00 of the side walls- E02, I02 of the bolster. The outer surfaces of said ribs I00, I40 are coplanar with the outer face of the side walls I02, I52 and it is apparent from a consideration of Figures 7 and 8 that only a relatively small portion of the ribs I40, I00 may be subjected to wear against the guide columns I00, I00 in operation; The vertical wall I40 is afforded -a longitudi ally extending outboard reinforcing rib I50 having tapered ends terminated short of the ends of the bar I00. Each and I00 of the vertical wall I00 is aflorded positioning lugs I00, I00 on opposite faces thereof for resilient cushioning pads I00, I00 associated with a friction device on the outboard face of each column I00 and spaced from the bolster opening I00. a

The friction device is substantially identical toy that described in the previous modification and includes friction shoes I02, I02 seated against and positioned on the opposite faces of said pads B00, I00 in frictional engagement with a housing I00 and a wear plate I00 respectively. The assembly and manner of connection of the housing 600 with the column I00 is identical with that previously described;

In this modification I have shown a novel manner of connecting the ride control bar to the outboard end of a bolster wherein the bar is securely retained in place by pressure from the spring group and the interlocking lugs I02, I02, so that the bolster end and bar act as a unit. It is apparent that the operation of this modification is substantially the same as that described for the first modification.

In Figure 10 is' shown a diiferent modification of the friction device on the outboard face of each column, and it is understood that it may be used with either arrangement previously described. It may be noted that the outboard wall I00 of the guide column flares outwardly and downwardly, and the outer wall I02 of the housing I00 flares downwardly and inwardly so that the walls I00 and I02 converge toward the bottom. The friction shoes I00, I00 are identical with those previously described except that the outer faces thereof are afforded complementary diagonal face engagement with the adjacent walls I00 and I02 respectively. The resilient pads I00, I00 are compressed between the shoes and the adjacent end of the ride control bar as previously described. It is apparent that in the modification shown in Figure 10, as the bolster moves downwardly the frictional resistance be-- ment.

It will'be understood by those skilled in the art that the outboard guide lugs or gibs may be omlt-.

ted from the bolster end and the ride control bar with the snubbing device on each column will cushion and take lateral thrusts of the bolster with respect to the side frames. In this latter arrangement assembly and dismantling of the bolster and side frame is greatly facilitated because the bolster may be removed from the bolster opening without first removing the spring group by disengaging the ride control bar with the snubbing device on each column and removing said bar from its interlocking engagement with the bolster.

It is to be understood that 91 do not wish to be increase because of their converging arrange limited by the exact embodiments of the device shownwhich are merely by way of illustration and not limitation as various and other forms of the device will, of course, be apparent to those skilledin the art without departing from' the spirit of the invention or the scope of the claims. I claim:

1. In a railway car truck, a side frame having a compression member, a tension member, and

- spaced columns defining with said members winsurfaces supported on said columns, shoes en-- dow openings and an intermediate bolster opening, spring means on said tension member,.a

bolster end seated on said spring means in said "bolster opening with inboard and outboard guide lugs engaging said columns, spaced retaining means adjacent opposite corners of said bolster end, cushioning means outboard said columns adjacent said window openings, each of said cushioning means including spaced friction surfaces, shoes engaging said surfaces, and resilient means abutting said shoes, and a member extending parallel with said side frame and interlocked by said retaining means with said bolster end, said interlocked member being operatively associated at its ends with said resilient means for cushioning relative movement of said bolster end and said side frame.

2. In a. railway car truck, a side frame having a compression member, a tension member, and spaced columns defining with said members window openings and an intermediate bolster opening, spring means on said tension member, a bolster end extending into said bolster opening with inboard and outboard lugs engaging said columns-and seated on said spring means,jspaced retaining means adjacent opposite corners of said bolster end, cushioning means outboard said columns'adjacent said window openings, each of said cushioning means including spaced friction gaging said surfaces, and resilient means compressed against said shoes, and a member extending along said side frame and interlocked with said retaining means and operatively associated with said resilient means whereby wear between said bolster end and said columns is reduced to a minimum.

3. In a railway car truck, a side frame having a compression member, a tension member, and spaced columns defining with said members window openings and an intermediate bolster opening, spring means on said tension member, a bolster end seated on said spring means-in said bolster opening with-inboard and outboard lugsengaging' said columns and presenting an offset bottom wall at its outer end, cushioning devices outboard said columns adjacent said window tween the shoes and the walls I00 and I02 will 7 openings each at said devices including spaced friction surfaces, friction shoes engaging said surfaces, and resilient means abutting said and operatively associated with said resilient means.

4. In a railway car truck, a side frame having a compression member, a tensionmember, and spaced columns defining with said members window openings and an intermediate bolster opening, spring means on said tension member, a' bolster end seated onsaid spring means in said bolster opening with inboard and outboard guide lugs engaging said .columns, spaced retaining means adjacent opposite comers of said bolster end, cushioning means outboard said columns adjacent said window openings, each of said cushioning means including spaced friction surfaces supported on said columns, shoes engaging said surfaces, and resilient means abutting said shoes, and actuating means interlocked with said retaining means and operatively associated with said resilient means for resisting out-of-square movement of said bolster end and said side frame.

5. In a railway car truck, a side frame having spaced columns and an intervening bolster opening, a bolster extending into said opening and having outwardly projecting means, a member seated on certain of said meansv and secured to said bolster, said member having wing portions extending along said columns, spaced friction surfaces supported on each column, friction shoes engaging said surfaces, and resilient pads compressed between each wing portion and the adjacent shoes.

6. In a railway car truck, a side frame having top and bottom members and spaced columns defining a bolster opening, spring means on said bottom member, a bolster having an end extending into said opening with inboard and outboard guide lugs engaging said columns, a member fixed on the end of said bolster, said fixed member having wing portions extending along said columns, spaced friction surfaces supported on each column, friction shoes engaging said surfaces, and resilient pads compressed between each wing portion and the adjacent shoes.

7. In a railway car truck, a side frame having a compression member, a tension member, and spaced columns defining with said members window openings and an intermediate bolster I group on said plank in said opening, a bolster end opening, spring means, a bolster end seated on Q said spring means in said bolster opening and presenting transverse vertical walls, friction devices on the outboard faces of said columns adjacent said window openings, and an actuating bar extending along said side frame and secured against said walls and operatively associated with 'said devices.

8. In a railway car truck, a side frame having associated with said friction devices.

9. In a railway car truck, a side frame having spaced columns and an intervening bolster opening, a bolster end received within said opening, resiliently supported from said frame, and having spaced outwardly projecting means at opposite (ill corners thereof, a member accommodated between said spaced means and secured to said bolster end, said member having wing portions extending along said columns, spaced friction surfaces supported on each column, friction shoes engaging said surfaces, and resilient pads compressed between each wing portion and the adiacent shoes.

10. In a railway car truck,- a side frame having a compression member, a tension member and spaced columns defning a bolster opening, friction devices suppoc ted outboard said columns, a

bolster end supported in said opening and having.

spaced lugs extending outwardly therefrom, a member interposed between said lugs and secured to said end. said member having ends projecting along said columns andcooperatively connected at all times to said friction devices.

11. In a railway car truck, a side frame having a compression member, a tension member and spaced columns defining a bolster opening, friction devices supported outboard said columns, a bolster end supported in said opening and having outwardly projecting means, a member seated on certain of said means and secured to said bolster end, said member having ends interengaged with said devices for actuation ,thereof upon relative movement of said bolster and said side frame.

12. In a railway car truck, a side frame having top and bottom members and spaced columns defining a bolster opening, a spring plank, a spring supported on said spring group, friction means mounted outboard each of said columns, and an actuating bar fixed on the end of said bolster with end portions engaging said friction means for actuation thereof.

. 13. In a railway car truck, a side frame having top and bottom members and spaced columns deflnmg a bolster opening, a spring plank, a spring group on said plank in said opening, a bolster end supported on said spring group, friction means mounted outboard each of said columns, and an actuator fixed on the end of said bolster with wing portions engaging said friction means for actuation thereof, said actuator comprising a vertieai web secured to said bolster and comprising positioning means at opposite ends thereof for riiasilient pads associated with said friction dev ces.

14. In a railwaycar truck, a side frame having top and bottom members and spacedcolumns defining a bolster opening, a spring group in said opening, a bolster end supported on said spring group, friction means mounted outboard each of said columns, and an actuator fixed on the end of said bolster with wing portions engaging said frictionmeans for actuation thereof, each of said friction means comprising a friction panel in abutment with the adjacent column, a spaced friction panel, interlaced friction shoes abutting respective panels, and resilient means under compression between the respective friction shoes and an adjacentportion of said actuator.

15. In a railway car truck,'a side frame having top and bottom members and spaced columns defining a bolster opening, a spring group in said opening, a bolster end supported on said spring group, friction means mounted outboard each of said columns, and an actuator fixed on the end of said bolster with wing portions eng ging said friction means for actuation thereof. each of said friction means comprising spaceddiverging friction surfaces, interlaced friction shoes engaging the respective surfaces, and resilient means under compression between each shoe and an adjacent portion of said actuator.

fining a bolster opening, a spring group in said opening, a bolster end supported on said spring group, friction means mounted outboard each of said columns, and an actuator fixed on the end of said bolster with wing portions engaging said friction means for actuation thereof, each of said friction means comprising spaced diverging friction surfaces, a friction shoe engaging each sur face and resilient means under compression between each shoe and an adjacent portion of said actuator.

17. In a railway car truck, a side frame having top and bottom members and spaced columns defining a bolster opening, a bolster end projecting into said opening in guiding relation with said columns, friction devices mounted outboard of said columns, and operating means fixed on said bolster end with end portions actuating said friction devices, each of said friction devices comprising opposed diverging friction surfaces, a friction shoe seated against each surface, and resilient means compressed between each shoe and the adjacent portion of said operating means.

18. In a railway car truck, a side frame having a bolster opening, a spring plank, resilient means on said plank in said opening, a bolster end supported on said resilient means, spaced friction means mounted on said frame, each of said friction means comprising spaced friction surfaces, a friction shoe in engagement with each surface, and a resilient member urging said shoe into said engagement, and an actuating member associated with'said end and comprising wing portions, each of said portions operating one of said friction means and being connected between the resilient members associated therewith.

19. In a railway car truck, a side frame having a bolster opening, a spring plank, resilient means on said plank in said opening, a bolster end supported on said resilient means, a friction device mounted on said frame and comprising opposed friction surfaces, friction shoes having friction faces abutting said surfaces respectively, resilient means urging said shoes into tight engagement with said surfaces, and an actuator associated with said bolster end and connected between said resilient means for actuation .of said shoes.

ROBERT B. COTTRELL. 

